Snow vehicle

ABSTRACT

Embodiments of the present disclosure describe a snow vehicle including an engine mounted on a frame, a drive track in contact with the frame, a drive train operatively interconnecting the engine with the drive track for delivering propulsive power to the drive track, a fork connected to the frame, one or more skis connected to the fork, a drop fork component positioned between a fork and handlebars, and an exhaust system. The drive train includes a continuously variable transmission (CVT) positioned within a CVT housing.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a Continuation of U.S. application Ser. No.16/875,823, filed May 15, 2020, which is a Continuation-In-Part of U.S.application Ser. No. 16/192,200, titled “SNOW VEHICLE,” filed Nov. 15,2018, which application claims the benefit of and priority to U.S.Provisional Application No. 62/586,559, filed Nov. 15, 2017. A claim ofpriority is made to the aforementioned applications.

BACKGROUND

In addition to traditional snowmobiles, an alternative snow vehicle isthe snow bike or snow cycle. These vehicles are generally smaller andlighter than snowmobiles. Snow cycle designs are typically based uponoff-road motorcycles with the front wheel replaced by a ski and the rearwheel replaced by an endless loop traction belt, commonly called atrack. Snow bikes typically have a single steering ski and a relativelynarrow track located behind and in line with the single ski.

SUMMARY

Embodiments of the present disclosure describe a snow vehicle includingan engine mounted on a frame, a drive track in contact with the frame, adrive train operatively interconnecting the engine with the drive trackfor delivering propulsive power to the drive track, a fork connected tothe frame, one or more skis connected to the fork, a drop fork componentpositioned between a fork and handlebars, and an exhaust system. Thedrive train includes a continuously variable transmission (CVT)positioned within a CVT housing.

Embodiments also describe a snow vehicle including an engine mounted ona frame, a drive track in contact with the frame, a drive trainoperatively interconnecting the engine with the drive track fordelivering propulsive power to the drive track, a disc brake in contactwith the drive train and positioned in a top-mount configuration, and anengine air intake system positioned above the engine. The air intakesystem includes a rearward positioned air intake port.

Embodiments describe a snow vehicle including an engine mounted on aframe, a drive track in contact with the frame, a drive trainoperatively interconnecting the engine with the drive track fordelivering propulsive power to the drive track, a disc brake in contactwith the drive train and positioned in a top-mount configuration, and anengine air intake system positioned above the engine. The air intakesystem includes a rearward positioned air intake port; and wherein thedrive train includes a CVT.

BRIEF DESCRIPTION OF DRAWINGS

This written disclosure describes illustrative embodiments that arenon-limiting and non-exhaustive. Reference is made to illustrativeembodiments that are depicted in the figures, in which:

FIG. 1 illustrates a perspective view 100 of a snow vehicle, accordingto some embodiments.

FIG. 2 illustrates a perspective view 100 of a snow vehicle with airintake system, according to some embodiments.

FIG. 3 illustrates a partial top-down view 300 of a snow vehicle withair intake system (engine removed), according to some embodiments.

FIG. 4 illustrates a partial top-down view 300 of a snow vehicle withair intake system, according to some embodiments.

FIG. 5A illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 5B illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 5C illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 5D illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 6 illustrates a partial side view 600 of a snow vehicle with airintake system, according to some embodiments.

FIG. 7 illustrates a side view 700 of a snow vehicle, according to someembodiments.

FIG. 8 illustrates a perspective view 100 of a snow vehicle with engineremoved, according to some embodiments.

FIG. 9 illustrates a side view 700 of a snow vehicle with engineremoved, according to some embodiments.

FIG. 10 illustrates a top-down view 1000 of a snow vehicle with coolingsystem, according to some embodiments.

FIG. 11A illustrates a perspective view 1100 of power train components,according to some embodiments.

FIG. 11B illustrates a perspective view 1100 of power train components,according to some embodiments.

FIG. 12A illustrates a perspective view 1200 of power train components,according to some embodiments.

FIG. 12B illustrates a perspective view 1200 of power train components,according to some embodiments.

FIG. 12C illustrates a perspective view 1200 of power train components,according to some embodiments.

FIG. 12D illustrates a perspective view 1200 of power train components,according to some embodiments.

FIG. 13 illustrates a side view 1300 of a continuously variabletransmission (CVT) housing with air handling components and drop box,according to some embodiments.

FIG. 14 illustrates a perspective view 1400 of a cooling system,according to some embodiments.

FIG. 15 illustrates a side view 700 of a snow vehicle with engineremoved and with a cooling system, according to some embodiments.

FIG. 16 illustrates a top-down view 1000 of a snow vehicle tunnelshroud, according to some embodiments.

FIG. 17 illustrates a perspective view 100 of a snow vehicle withtwo-ski configuration, according to some embodiments.

FIG. 18 illustrates a side view 700 of a snow vehicle with two-skiconfiguration, according to some embodiments.

FIG. 19 illustrates a top-down view 1000 of a snow vehicle with two-skiconfiguration, according to some embodiments.

FIG. 20A illustrates a user or rider positioning on a dirt bike and in asnow vehicle, according to some embodiments.

FIG. 20B illustrates a user or rider positioning on a dirt bike and in asnow vehicle, according to some embodiments.

FIG. 20C illustrates a user or rider positioning on a dirt bike and in asnow vehicle, according to some embodiments.

FIG. 21 illustrates a perspective view 100 of a snow vehicle, accordingto some embodiments.

FIG. 22 illustrates a perspective view 100 of a snow vehicle with airintake system, according to some embodiments.

FIG. 23 illustrates a partial top-down view 300 of a snow vehicle withair intake system (engine removed), according to some embodiments.

FIG. 24 illustrates a partial top-down view 300 of a snow vehicle withair intake system, according to some embodiments.

FIG. 25A illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 25B illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 25C illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 25D illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 25E illustrates a perspective view 500 of an air intake system,according to some embodiments.

FIG. 26 illustrates a perspective view 600 of a snow vehicle with airintake system, according to some embodiments.

FIG. 27 illustrates a side view 700 of a snow vehicle, according to someembodiments.

FIG. 28 illustrates a perspective view 100 of a snow vehicle with engineremoved, according to some embodiments.

FIG. 29 illustrates a side view 700 of a snow vehicle with engineremoved, according to some embodiments.

FIG. 30 illustrates a top-down view 1000 of a snow vehicle with coolingsystem, according to some embodiments.

FIG. 31A illustrates a perspective view 1100 of power train components,according to some embodiments.

FIG. 31B illustrates a perspective view 1100 of power train components,according to some embodiments.

FIG. 32A illustrates a perspective view 1200 of power train components,according to some embodiments.

FIG. 32B illustrates a perspective view 1200 of power train components,according to some embodiments.

FIG. 32C illustrates a perspective view 1200 of power train components,according to some embodiments.

FIG. 32D illustrates a perspective view 1200 of power train components,according to some embodiments.

FIG. 33A illustrates a side view 1300 of a continuously variabletransmission (CVT) housing with air handling components and drop box,according to some embodiments.

FIG. 33B illustrates a side view 1300 of a continuously variabletransmission (CVT) housing with air handling components and drop box,according to some embodiments.

FIG. 33C illustrates a side view 1300 of a continuously variabletransmission (CVT) housing with air handling components and drop box,according to some embodiments.

FIG. 33D illustrates a side view 1300 of a continuously variabletransmission (CVT) housing with air handling components and drop box,according to some embodiments.

FIG. 34 illustrates a perspective view 1400 of a cooling system,according to some embodiments.

FIG. 35 illustrates a side view 700 of a snow vehicle with engineremoved and with a cooling system, according to some embodiments.

FIG. 36 illustrates a top-down view 1000 of a snow vehicle, according tosome embodiments

FIG. 37 illustrates a side view showing a tensioner assembly, accordingto some embodiments.

FIG. 38 illustrates an exploded view of the tensioner assembly,according to some embodiments.

FIG. 39 illustrates an exploded view of a brake assembly, according tosome embodiments.

FIG. 40 illustrates an exploded view of a driveshaft assembly withremovable mount, according to some embodiments.

DETAILED DESCRIPTION

Snow vehicles, such as snow bikes, are often created as modifications orkits of off-road motorcycles or dirt bikes. The front wheel istemporarily replaced by a ski and the rear wheel by a power track forgripping snow and ice. Such vehicles exceed noise and safety regulationsand are therefore often restricted to use on closed courses. In snowvehicle applications, reducing the weight of individual components andoverall vehicle weight, without sacrificing durability, function orutility, is an ongoing goal in product design. A lighter vehicle canincrease performance and handling, among other characteristics.Embodiments of the present disclosure describe a purpose-built snowvehicle with numerous advantages over current snow vehicles and snowbike kits. Embodiments herein describe a snow vehicle utilizing acontinuously variable transmission (CVT) with an air handling system.The snow vehicle includes an exhaust system positioned entirely withinthe chassis and tunnel of the vehicle, to prevent any contact with auser or their clothing. The snow vehicle further includes a lower centerof gravity in the positioning of the vehicle components within thepurpose-built frame. The engine is positioned lower and forward, andadditional weight, such as one or more gas tanks are further positionedto create the optimal center of gravity for handling and balance. Theengine and transmission provide for both forward and reverse gearing.

Embodiments herein describe a dropped fork component that creates alower weight of the vehicle and additional adjustment of the handlebars.An engine air handling system provides a rear facing air intake for theengine. The purpose-built chassis or frame allows for greater spaceutilization and a lower center of gravity of the vehicle.

Referring to FIG. 1 , a perspective view 100 of a snow vehicle is shown,according to some embodiments. A chassis or frame 104 supports an engine116, drive train components, a drive track 106, handlebars 102 and oneor more skis 112. The chassis includes a seat frame 108, lower frontframe component 105, and integrated bumper 109. Exhaust system 118connects to muffler 120. The chassis 104 connects to a fork 110, incontact with the one or more skis 112. A fork foot 113 is in contactwith the fork 110 and one or more skis 112. The fork foot 113 oftenmimics the radius of a motorcycle front tire in conversion kits. A dropfork component 114 connects the fork 110 and handlebars 102. Fuel tank124 is positioned beneath the exhaust system 118 and seat frame 108.Tunnel shroud 122 is positioned in contact with the chassis 104 andabove the drive track 106. The track width can be about 10 inches toabout 12 inches, about 12 inches to about 13 inches, about 12.5 inches,about 13.5 inches, or about 14 inches wide. A foot peg attachment 119can be positioned near an exterior surface. Examples of drive track 106and other embodiments can be found in co-owned U.S. Pat. No. 9,321,509,filed on Dec. 17, 2013 with first named inventor Andrew Beavis andentitled “Snowmobile Skid Frame Assembly”, the contents of which areincorporated herein by reference.

In some embodiments, the exhaust system 118 is positioned completelywithin the tunnel and frame 104 of the vehicle. By rotating the positionof the engine 116 one hundred eighty degrees from a typical snowmobileor motorcycle configuration, the exhaust port faces a rearwarddirection. The exhaust system 118 can then be contained in asubstantially linear configuration towards the rear of the vehicle andinto a muffler 120. The muffler 120 can also be contained within aninterior of the frame 104. The exhaust then exits the rear of thevehicle. By positioning the exhaust system 118 completely within theframe 104 and tunnel of the vehicle, a user is protected from incidentalcontact on the hot surface of the exhaust system 118. A partial top-downview of a snow vehicle is shown in FIG. 3 , in which exhaust system 118runs within the width of the frame 104.

FIG. 2 additionally shows engine air intake system 202, according tosome embodiments. The air intake system 202 is positioned above themotor and can be attached to frame 104 or integrated with the frame 104.Shown in FIGS. 3-4 in a partial top-down view 300, the air handlingsystem 202 encloses the frame 104 as the tube chassis runs through thebox and supports its efficient placement and space utilization. The airhandling system 202 can alternatively be positioned under the frame 104.

Referring to FIGS. 5A-5D, perspective views 500 of the air intake system202 components are shown, according to some embodiments. The air box 206collects and funnels air as the vehicle moves. The size and position ofthe air box allows for a sufficient volume of air to be collected andmove through the system 202 to the engine. Once collected in box 202,the air then travels through channel component 204 to the engine 116(see view 600 of FIG. 6 ). Frame channels 208 can be positioned orformed on an interior or exterior surface for attachment or integrationwith the frame 104.

Referring to FIG. 7 , a side view 700 of a snow vehicle is shown,according to some embodiments. The frame 104 can be comprised of a tubechassis that maximizes the position of vehicle components for spaceutilization and weight reduction. As the snow vehicle is not a kit formotorcycles, the engine 116 can be positioned much lower and forward asany consideration for the position of a wheel is not needed. The lowerfront frame component 105 can be much closer to fork 110 than intraditional snow bike configurations. A traditional motorcycle user orrider posture is show in FIG. 20A. The ergonomic position E1 is shownbetween foot peg, seat and handlebars. The angle A1 may be between about27-30 degrees. D1 distance is about 29 inches in this example. D2 isabout 48 inches and D3 about 3.2 inches. In one embodiment of the snowvehicle of the present disclosure (see FIG. 20B), a similar ergonomicposition E1 is achieved. Hence, the rider or user is positioned in asimilar manner with a user of a dirt bike. This differentiates from theposition of a traditional snowmobile. In FIG. 20B, angle A1 can be about24 to about 30 degrees, about 26 to about 28 degrees, or about 26.5 toabout 27.5 degrees. D1 distance can be about 26 inches to about 37inches. D1 can be about 28 inches to about 34 inches, or about 30 inchesto about 33 inches for example. D6 can be about 19 inches to about 30inches, about 22 inches to about 28 inches, or about 24 to about 26inches. D4 can be about 15 inches to about 24 inches, about 17 inches toabout 22 inches, or about 18 to about 20 inches. D5 can be about 28inches to about 42 inches, about 32 inches to about 38 inches or about34 inches to about 36 inches. D7 measures the distance between foot pegand track/drive shaft. Embodiments of the present invention allow for asmaller distance between the two components, as the engine 116 ispositioned more forward. The track/drive shaft can even be positionedmore forward than the foot peg. In motorcycles and snow kits ofmotorcycles, the track/drive shaft is typically about 6 to about 8inches behind the foot peg (see D7 of FIG. 20C). In FIG. 20B, thedistance D7 can be about zero inches to about 1 inch positive (foot pegahead of the drive shaft), or about zero inches to about 1 inch negative(drive shaft ahead of the foot peg), about 2 inches positive to about 2inches negative, about 3 inches positive to about 3 inches negative, orabout 4 inches positive to about 4 inches negative.

Additionally, the frame 104 includes integrated or attached bumper 109.If attached, the bumper 109 can be bolted, welded, or otherwisefastened. If integrated, the bumper 109 can be of a continuousconstruction with the frame 104. The bumper 109 can connect to theshroud 122 or be separated from shroud 122. The bumper 109 canoptionally support the shroud 122 at one or more connection points. Asthe bumper 109 is part of frame 104 or connected to frame 104, the needfor a structural tunnel shroud is removed as the bumper does not need toconnect to the tunnel shroud. Current shroud 122 can be made of plasticor lightweight aluminum to further reduce weight of the vehicle. Theplacement of the engine 116 in a forward and lower configurationadvantageously moves the center of gravity of the vehicle in a lowerposition. The position of the one or more fuel tanks 124 furthersupports the lower center of gravity.

Because the frame 104 is purpose-built to for this vehicle, the size andlength of the fork 110 can be reduced. The frame 104 can connect withfork 110 at a lower position. The connection between frame 104 and fork110 can be gusset bracket 117. The gusset bracket 117 can transfer anddistribute load throughout the frame 104. A drop fork component 114 canthen be utilized to connect the fork 110 and handlebars 102. The dropfork component 114 is lighter than any corresponding length of fork 110and can further be utilized for fore and aft handlebar adjustment androtational adjustment for the user. The drop fork component 114 caninclude support components 115, such as a cross brace. The drop forkcomponent 114 can be manufactured of light weight, but durablematerials, such as aluminum for example. The length of the drop forkcomponent 114 can be about 8 inches, about 10 inches, or about 12inches. The length of the drop fork component 114 can be about 6 inchesto about 12 inches. The fork 110 can also include suspension components,such as dampeners, springs, coils, etc. The front suspension can betelescoping compression dampening component or rebound dampeningcomponent, for example.

Referring to FIG. 8 , a perspective view 100 of a snow vehicle withengine 116 removed and with cooling system 800 is shown, according tosome embodiments. With the engine 116 removed from view, the coolingsystem 800 can be seen. The cooling lines 802 connect to the engine 116,and a pump (not shown) moves coolant to heat exchanger 1002 (see view1400 of FIG. 14 ). The tunnel shroud 122 (see top view 1000 of FIG. 16 )covers the heat exchanger 1002 (see view 700 of FIG. 15 and top view1000 of FIG. 10 ) and deflects snow onto the exchanger 1002 to assist incooling the liquid coolant (see view 700 of FIG. 9 ). As discussedabove, the tunnel shroud 122 can be manufactured of light weightmaterials, such as plastic or aluminum as the need for structuralsupport has been removed by integrating such function into frame 104.The shroud 122 can be vacuum formed, molded, or shaped into variousshapes or configurations for snow deflection functionality and aestheticconsiderations.

Referring to FIGS. 11A-11B and FIGS. 12A-12D, perspective views 1100,1200 of power train components are shown, according to some embodiments.The drive train of the snow vehicle includes a continuously variabletransmission (CVT), for transferring power from the engine 116 to thedrive track 106. The use of an automatic transmission makes for asmoother user experience and handling as compared to manualtransmission. An engine 116 converts chemical energy to mechanicalenergy via a rotating input shaft in contact with a transmission ordrive train, such as a CVT. The CVT housing 1112 includes a rotatabledrive (or primary) clutch connected to the input shaft. The CVT alsoincludes a rotatable driven (or secondary) clutch connected to an outputshaft or jack shaft 1108, the driven clutch having a laterallystationary sheave and a laterally movable sheave that is normally biasedtoward the stationary sheave. An endless flexible drive belt is disposedabout the drive and driven clutches. Typically, the CVT transmission isconnected to the output shaft 1108 of the vehicle's engine, thetransmission providing continuously variable gear reduction from therelatively higher rotation speed of the engine to the relatively lowerrotation speed of the vehicle drive axle. The CVT 1112 is used inconjunction with or integrated with a gear or drop box 1302 (see view1300 of FIG. 13 ), for correcting the rotation of the output shaft 1108due to the position of the engine. The drop box 1302 can include two ormore gears 1304. The CVT housing 1112 with drop box 1302 is connected tothe jack shaft 1108. Power is transferred via a belt 1110 from the jackshaft 1108 to driveshaft 1106, connected by suitable linkages (sprockets1116, for example) to the drive track 106.

The endless, flexible, generally V-shaped drive belt is disposed aboutthe clutches within housing 1112. Each of the clutches has a pair ofcomplementary sheaves, one of the sheaves being laterally movable withrespect to the other. The effective gear ratio of the transmission isdetermined by the positions of the movable sheaves in each of theclutches. The secondary driven clutch has its sheaves normally biasedtogether (e.g., by a torsion spring working in combination with ahelix-type cam, as described below), so that when the engine is at idlespeeds the drive belt rides near the outer perimeter of the drivenclutch sheaves.

The spacing of the sheaves in the primary drive clutch usually iscontrolled by centrifugal flyweights As the drive clutch rotates faster(in response to increased engine rpm) the flyweights urge the movablesheave toward the stationary sheave. This pinches the drive belt,causing the belt to begin rotating with the drive clutch, the belt inturn causing the driven clutch to begin to rotate. Further movement ofthe drive clutch's movable sheave toward the stationary sheave forcesthe belt to climb outwardly on the drive clutch sheaves, increasing theeffective diameter of the drive belt path around the drive clutch. Thus,the spacing of the sheaves in the drive clutch changes based on enginerpm. The clutch therefore can be said to be speed sensitive.

As the sheaves of the drive clutch pinch the drive belt and force thebelt to climb outwardly on the drive clutch sheaves, the belt (not beingstretchable) is pulled inwardly between the sheaves of the drivenclutch, decreasing the effective diameter of the drive belt path aroundthe driven clutch. This movement of the belt inwardly and outwardly onthe drive and driven clutches smoothly changes the effective gear ratioof the transmission in infinitely variable increments.

The CVT housing 1112 includes air handling components (e.g., ducting) tocool the operation of the CVT. Intake 1102 brings air into the housingand exit port 1104 releases the heated air from the housing 1112. Theintake 1102 can face a perpendicular direction to vehicle travel, face aparallel direction to vehicle travel, or face angles in betweenperpendicular and parallel vehicle travel, so long as sufficient air isgathered and moved through the handling system to cool the CVT.

In the present example, the engine 1116 is shown with a single,two-stroke cylinder 1114. The single cylinder, two-stroke engineprovides durability, simplicity, and lighter weight to the vehicle.Four-stroke engines and multi-cylinder two-stroke engines can also beused, but at the possible sacrifice of weight and size.

Referring to FIG. 17 , a perspective view 100 of a snow vehicle with atwo-ski configuration is shown, according to some embodiments. In placeof a motorcycle-type fork, a single tube fork connection andaccompanying suspension can be utilized to provide a two-skiconfiguration as an optional kit in place of the single skiconfiguration. A side view 700 (see FIG. 18 ) and top down view 1000(see FIG. 19 ) are also shown. The two-ski configuration would allow fora snow bike feel, with increased stability and balance.

A front suspension subframe assembly 1708 connects with the frame 104.Steering mechanism 1702 connects with the handlebars 102 and steeringshaft 1710, positioned within each spindle 1712. The spindle 1712connects with each ski 112. A trailing arm 1706 connects with the frameand each spindle 1712. Radius arms 1704 connect with the spindles 1712and subframe assembly 1708. Dampening components, such as shocks,springs, coils (not shown), can be attached to the subframe assembly1708 and spindles 1712, for example.

Referring to FIG. 21 , a perspective view 100 of a snow vehicle isshown, according to some embodiments. A chassis or frame 104 supports anengine 116, drive train components, a drive track 106, handlebars 102and one or more skis 112. The chassis includes a seat frame 108, lowerfront frame component 105, and integrated bumper 109. Exhaust system 118connects to muffler 120. The chassis 104 connects to a fork 110, incontact with the one or more skis 112. A drop fork component 114connects the fork 110 and handlebars 102. Fork bracket 111 contacts oneor more skis 112 and fork 110. Because the fork 110 is in a lower,dropped position than motorcycle conversion kit forks, the need for afork foot 113 is eliminated. The fork bracket 111 provides additionaladjustment features, reduces cost and simplifies manufacturing. Fueltank 124 is positioned beneath the exhaust system 118 and seat frame108. The track width can be about 10 inches to about 12 inches, about 12inches to about 13 inches, about 12.5 inches, about 13.5 inches, orabout 14 inches wide. In some embodiments, the track has a width ofbetween 10 and 18 inches; in some embodiments between 13 and 15 inches.A foot peg or pedal 121 can be positioned outside a portion of the frame104 Examples of drive track 106 and other embodiments can be found inco-owned U.S. Pat. No. 9,321,509, filed on Dec. 17, 2013 with firstnamed inventor Andrew Beavis and entitled “Snowmobile Skid FrameAssembly”, the contents of which are incorporated herein by reference.

By repositioning driveshaft 1106 in a more forward and lower positionthan the embodiment of FIG. 1 , the engine 116 can be positioned evenlower, further lowering the center of gravity and shortening the entirelength of the vehicle. Additionally, disc brake 123 is positioned nearor above the output shaft 1108 in a top-mounted position and istherefore distanced from snow and dirt, improving its performance andextending the life of the components.

In some embodiments, the exhaust system 118 is positioned completelywithin the tunnel and frame 104 of the vehicle. By rotating the positionof the engine 116 one hundred eighty degrees from a typical snowmobileor motorcycle configuration, the exhaust port faces a rearwarddirection. The exhaust system 118 can then be contained in asubstantially linear configuration towards the rear of the vehicle andinto a muffler 120. The muffler 120 can also be contained within aninterior of the frame 104. The muffler 120 can be positioned directlybelow the seat frame 108, partially below the seat frame 108, or offsetfrom the seat frame 108. The exhaust then exits the rear of the vehicle.By positioning the exhaust system 118 completely within the frame 104and tunnel of the vehicle, a user is protected from incidental contacton the hot surface of the exhaust system 118. A partial top-down view ofa snow vehicle is shown in FIG. 23 , in which exhaust system 118 runswithin the width of the frame 104. The exhaust system 118 can bepositioned in an offset position within the frame 104 and can be in linewith muffler 120, or further offset with the muffler 120.

FIG. 22 additionally shows engine air intake system 202, according tosome embodiments. The air intake system 202 is positioned above theengine and can be attached to frame 104 or integrated with the frame104. Shown in FIGS. 23-24 in a partial top-down view 300, the airhandling system 202 encloses the frame 104 as a portion of the tubechassis extends through an opening the air box and supports itsplacement, thereby providing efficient space utilization. In someembodiments, the frame 104 is entirely tubular. The tubular frameembodiment allows for simplicity of design and manufacture.

The air handling system 202 can alternatively be positioned under one ormore portions of the frame 104. One or more ribs 203 can be positionedon one or more interior or exterior surfaces of the air handling system202 to increase the stiffness and reduce vibration across such surfaces.The ribs 203 can be positioned in parallel, in a perpendiculararrangement, or in other patterns that may or may not intersect toreduce vibration.

Referring to FIGS. 25A-25E, perspective views 500 of the air intakesystem 202 components are shown, according to some embodiments. In thisembodiment, the air intake system 202 is a multi-part component. Thesystem 202 can also be a single piece component, such as a blow moldcomponent. The air intake system 202 (e.g., air box) collects enginecombustion air while minimizing the intake of undesirable particulatesand/or snow. The size and position of the air box allows for asufficient volume of air to be collected and move through the system 202to the engine. Once collected in the air box, the air then travels intothe throttle body of the engine 116 (see view 600 of FIG. 26 ). Framechannels can be positioned or formed for attachment of the air intakesystem 202 with the frame 104.

A shield 2601 (see view 600 of FIG. 26 ) is positioned to deflect orabsorb heat away from the fuel tank 124. The shield 2601 can bepositioned partially or substantially around the fuel tank 124 (FIG. 27). The shield 2601 can further provide structural protection to the fueltank 124, such as in the event of impact.

Referring to FIG. 27 , a side view 700 of a snow vehicle is shown,according to some embodiments. As the snow vehicle is not a kit formotorcycles, the engine 116 can be positioned much lower and forward asany consideration for the position of a wheel is not needed. The lowerfront frame component 105 can be much closer to fork 110 than intraditional snow bike configurations. A traditional motorcycle user orrider posture is show in FIG. 20A. The ergonomic position E1 betweenfoot peg, seat and handlebars. The angle A1 may be between about 27-30degrees. D1 distance is about 29 inches in this example. D2 is about 48inches and D3 about 3.2 inches. In one embodiment of the snow vehicle ofthe present disclosure (see FIG. 20B), a similar ergonomic position E1is achieved. This differentiates from the position of a traditionalsnowmobile. In FIG. 20B, angle A1 can be about 24 to about 30 degrees,about 26 to about 28 degrees, or about 26.5 to about 27.5 degrees.

In some embodiments, the frame 104 includes integrated or attachedbumper 109. If attached, the bumper 109 can be bolted, welded, orotherwise fastened. If integrated, the bumper 109 can be of a continuousconstruction with the frame 104. The bumper 109 can connect to a shroudor body panel or be separated therefrom. The bumper 109 can optionallysupport the shroud at one or more connection points. As the bumper 109is part of frame 104 or connected to frame 104, there may not be a needfor a structural tunnel. The placement of the engine 116 in a forwardand lower configuration advantageously moves the center of gravity ofthe vehicle in a lower position. The position of the one or more fueltanks 124 further supports the lower center of gravity.

Because the frame 104 is purpose-built to for this vehicle, the frame104 can connect with fork 110 at a lower position, when compared to snowbike kits. The connection between frame 104 and fork 110 can be gussetbracket 117. The gusset bracket 117 can transfer and distribute loadthroughout the frame 104. A drop fork component 114 can then be utilizedto connect the fork 110 and handlebars 102. The drop fork component 114is lighter than any corresponding length of fork 110 and can further beutilized for fore and aft handlebar adjustment and rotational adjustmentfor the user. The drop fork component 114 can include support components115, such as a cross brace. The drop fork component 114 can bemanufactured of light weight, but durable materials, such as aluminum orcomposite (e.g., carbon fiber) for example. The length of the drop forkcomponent 114 can be about 8 inches, about 10 inches, or about 12inches. The length of the drop fork component 114 can be about 6 inchesto about 12 inches. The fork 110 can also include suspension components,such as dampeners, springs, coils, etc. The front suspension can betelescoping compression dampening component or rebound dampeningcomponent, for example.

Referring to FIG. 28 , a perspective view 100 of a snow vehicle withengine 116 removed and with cooling system 800 is shown, according tosome embodiments. With the engine 116 removed from view, the coolingsystem 800 can be seen. The cooling lines 802 connect to the engine 116,and a pump (not shown) moves coolant to heat exchanger 1002 (see view1400 of FIG. 34 ). A tunnel shroud (not shown) can cover the heatexchanger 1002 (see view 700 of FIG. 35 and top view 1000 of FIG. 30 )and deflects snow onto the exchanger 1002 to assist in cooling theliquid coolant (see view 700 of FIG. 29 ). Cooling system connector 3401facilitates connection with engine 116. Lines 802 can be consolidated atone or more points along the system 800.

Referring to FIGS. 31A-31B and FIGS. 32A-32D perspective views 1100,1200 of power train components are shown, according to some embodiments.The drive train of the snow vehicle includes a continuously variabletransmission (CVT), for transferring power from the engine 116 to thedrive track 106. The use of an automatic transmission makes for asmoother user experience and handling as compared to manual transmissionand helps to ensure that the engine operates in a desirable powerband.An engine 116 converts chemical energy to mechanical energy via arotating input shaft in contact with a transmission or drive train, suchas a CVT. The CVT housing 1112 includes a rotatable drive (or primary)clutch connected to the input shaft. The CVT also includes a rotatabledriven (or secondary) clutch connected to an output shaft or jack shaft1108, the driven clutch having a laterally stationary sheave and alaterally movable sheave that is normally biased toward the stationarysheave. An endless flexible drive belt is disposed about the drive anddriven clutches. The CVT 1112 is used in conjunction with or integratedwith a gear or drop box 1302 (see view 1300 of FIGS. 33A-33D), forcorrecting the rotation of the output shaft 1108 due to the position ofthe engine. The drop box 1302 can include two or more gears 1304. TheCVT housing 1112 with drop box 1302 is connected to the jack shaft 1108.Power is transferred via a belt 1110 (or chain or gear set orcombination thereof) from the jack shaft 1108 to driveshaft 1106,connected by suitable linkages (sprockets 1116, for example) to thedrive track 106.

The endless, flexible, generally V-shaped drive belt is disposed aboutthe clutches within housing 1112. Each of the clutches has a pair ofcomplementary sheaves, one of the sheaves being laterally movable withrespect to the other. The effective gear ratio of the transmission isdetermined by the positions of the movable sheaves in each of theclutches. The secondary driven clutch has its sheaves normally biasedtogether (e.g., by a torsion spring working in combination with ahelix-type cam, as described below), so that when the engine is at idlespeeds the drive belt rides near the outer perimeter of the drivenclutch sheaves.

The CVT housing 1112 includes air handling components (e.g., ducting) tocool the operation of the CVT. Intake 1102 brings air into the housingand exit port 1104 releases the heated air from the housing 1112. Theintake 1102 can face a perpendicular direction to vehicle travel, face aparallel direction to vehicle travel, or face angles in betweenperpendicular and parallel vehicle travel, so long as sufficient air isgathered and moved through the handling system to cool the CVT. In someembodiments, the intake 1102 is at least partially obscured by a bodypanel, frame member, etc., and/or directed so as to not be susceptibleto ingesting snow or other foreign debris.

In the present example, the engine 1116 is shown with a single,two-stroke cylinder 1114. The single cylinder, two-stroke engineprovides durability, simplicity, and lighter weight to the vehicle.Four-stroke engines and multi-cylinder two-stroke engines can also beused, but at the possible sacrifice of weight and size.

Referring to FIG. 17 , a perspective view 100 of a snow vehicle with atwo-ski configuration is shown, according to some embodiments. In placeof a motorcycle-type fork, a single tube fork connection andaccompanying suspension can be utilized to provide a two-skiconfiguration as an optional kit in place of the single skiconfiguration. A side view 700 (see FIG. 18 ) and top down view 1000(see FIG. 19 ) are also shown. The two-ski configuration would allow fora snow bike feel, with increased stability and balance.

A front suspension subframe assembly 1708 connects with the frame 104.Steering mechanism 1702 connects with the handlebars 102 and steeringshaft 1710, positioned within each spindle 1712. The spindle 1712connects with each ski 112. A trailing arm 1706 connects with the frameand each spindle 1712. Radius arms 1704 connect with the spindles 1712and subframe assembly 1708. Dampening components, such as shocks,springs, coils (not shown), can be attached to the subframe assembly1708 and spindles 1712, for example.

Turning to FIG. 37 and FIG. 38 , an embodiment of a tensioner assembly4002 is shown. The tensioner assembly 4002 tensions the belt or chain1110. In some embodiments, the tensioner assembly 4002 includes anadjuster 4004, roller 4006, roller bracket 4008, securing bracket 4010,and securing fastener 4012. The tensioner assembly 4002 is used to keepthe chain or belt tensioned in order to prevent slippage of the chain orbelt relative to the driving and driven sprockets (or pulleys, etc.). Insome embodiments, the adjuster 4004 is a fastener such as a bolt thatcan be rotated to tension the chain or belt. Once a desirable tensionhas been achieved, the securing fastener 4012 is tightened againstanother fastener on the opposing side of the securing bracket 4008,thereby clamping the roller bracket 4008 against the securing bracket4010.

FIG. 39 shows an exploded view of a brake assembly 4014, according tosome embodiments. In some embodiments, the brake assembly 4014 includesa disc 123, caliper 4016, and mounting hardware 4018. In someembodiments, the caliper 4016 is fastened to a structural casing 4020portion of the drop box 1302. Further, in some embodiments the brakedisc 123 is coaxial with the jack shaft 1108 and the output gear fromthe gearset 1304 (shown in FIG. 33A). In this way, the brake disc 123and caliper 4016 are located above the track/drive shaft and are moreprotected from snow and other debris when compared to an embodimentwhere the brake disc is located coaxially with the track/drive shaft.

With regard to FIG. 40 , a driveshaft assembly 4022 is shown, accordingto some embodiments. In some embodiments, the driveshaft assembly 4022includes a driveshaft 1106, drive adapter 4024, and driven sprocket4026. In some embodiments, for example as shown in FIG. 40 , the driveadapter 4024 and driven sprocket 4026 are separate components attachedtogether via fasteners. In some embodiments, however, the drive adapter4024 and driven sprocket 4026 are formed as a single component.

In some embodiments, the driveshaft assembly 4022 is mounted to thechassis 104 via one or more carriers 4028. In some embodiments, thecarrier(s) 4028 are readily removable from the chassis 104, along withthe driveshaft 1106, drive adapter 4024, etc., as shown. In someembodiments, the carrier(s) 4028 are fastened to the chassis 104adjacent to a foot peg. As further shown in FIG. 40 , in someembodiments, a bearing 4030 is retained within the carrier 4028 via snapring 4032 (or other retainer) and the driveshaft 1106 is retained in thebearing 4030 via a circlip 4034 (e.g., spiral lock circlip). As notedabove, it should be appreciated that the assembly can be easily removedfrom the chassis 104, thereby facilitating ease of maintenance and/ortrack changes without sophisticated disassembly of the vehicle.

Other embodiments of the present disclosure are possible. Although thedescription above contains much specificity, these should not beconstrued as limiting the scope of the disclosure, but as merelyproviding illustrations of some of the presently preferred embodimentsof this disclosure. It is also contemplated that various combinations orsub-combinations of the specific features and aspects of the embodimentsmay be made and still fall within the scope of this disclosure. Itshould be understood that various features and aspects of the disclosedembodiments can be combined with or substituted for one another in orderto form various embodiments. Thus, it is intended that the scope of atleast some of the present disclosure should not be limited by theparticular disclosed embodiments described above.

Thus, the scope of this disclosure should be determined by the appendedclaims and their legal equivalents. Therefore, it will be appreciatedthat the scope of the present disclosure fully encompasses otherembodiments which may become obvious to those skilled in the art, andthat the scope of the present disclosure is accordingly to be limited bynothing other than the appended claims, in which reference to an elementin the singular is not intended to mean “one and only one” unlessexplicitly so stated, but rather “one or more.” All structural,chemical, and functional equivalents to the elements of theabove-described preferred embodiment that are known to those of ordinaryskill in the art are expressly incorporated herein by reference and areintended to be encompassed by the present claims. Moreover, it is notnecessary for a device or method to address each and every problemsought to be solved by the present disclosure, for it to be encompassedby the present claims. Furthermore, no element, component, or methodstep in the present disclosure is intended to be dedicated to the publicregardless of whether the element, component, or method step isexplicitly recited in the claims.

The foregoing description of various preferred embodiments of thedisclosure have been presented for purposes of illustration anddescription. It is not intended to be exhaustive or to limit thedisclosure to the precise embodiments, and obviously many modificationsand variations are possible in light of the above teaching. The exampleembodiments, as described above, were chosen and described in order tobest explain the principles of the disclosure and its practicalapplication to thereby enable others skilled in the art to best utilizethe disclosure in various embodiments and with various modifications asare suited to the particular use contemplated. It is intended that thescope of the disclosure be defined by the claims appended hereto

Various examples have been described. These and other examples arewithin the scope of the following claims.

What is claimed is:
 1. A snow vehicle, comprising: an engine includingan exhaust pipe, the engine mounted on a frame including a lower frontframe component; a drive track, in contact with the frame; a drivetrain, operatively interconnecting the engine with the drive track fordelivering propulsive power to the drive track; a fork, connected to theframe; a single ski connected to the fork, the single ski located alonga longitudinal centerline of the snow vehicle; and a set of handlebarsconnected to the fork wherein an angle between the fork and a verticalaxis is within a range of 24 degrees to 30 degrees, wherein the exhaustpipe is located entirely above the lower front frame component.
 2. Thesnow vehicle of claim 1, wherein the drive train includes a continuouslyvariable transmission (CVT) positioned within a CVT housing.
 3. The snowvehicle of claim 2, wherein the CVT housing includes an air handlingsystem for cooling the CVT, wherein the air handling system comprises anair intake and air exit port.
 4. The snow vehicle of claim 1, furthercomprising an exhaust system, wherein the exhaust system is positionedwithin an interior of the frame of the vehicle.
 5. The snow vehicle ofclaim 4, further comprising a muffler in contact with the exhaustsystem.
 6. The snow vehicle of claim 5, wherein the muffler ispositioned within an interior of the frame.
 7. The snow vehicle of claim1, further comprising an air intake system, in contact with the engine,wherein the air intake system is rear facing.
 8. The snow vehicle ofclaim 1, wherein the frame includes an upper frame portion, wherein thefork is rotatably coupled to the upper frame portion and to the lowerfront frame component of the frame.
 9. The snow vehicle of claim 7,wherein the air intake system is positioned on top of the engine and incontact with the frame.
 10. The snow vehicle of claim 1, furthercomprising an engine cooling system.
 11. The snow vehicle of claim 10,further comprising a heat exchanger positioned above the drive track.12. The snow vehicle of claim 10, further comprising a shroud,positioned above the cooling system.
 13. The snow vehicle of claim 1,further comprising: a drop fork component, positioned between the forkand the handlebars, wherein the drop fork component is adjustable. 14.The snow vehicle of claim 1, further comprising a fork bracket, incontact with the fork and the ski.
 15. The snow vehicle of claim 13,wherein the drop fork component can adjust the handlebars in one or moreof fore, aft, and rotational adjustments.
 16. The snow vehicle of claim13, wherein the frame includes a gusset bracket connecting the frame tothe fork.
 17. A snow vehicle, comprising: an engine including an exhaustpipe, the engine mounted on a frame including an upper frame portion anda lower frame portion; a handlebar assembly including handlebars and afork, the handlebar assembly defining a handlebar axis; a drive track,in contact with the frame; a drive train, operatively interconnectingthe engine with the drive track for delivering propulsive power to thedrive track, the drive train including: a jackshaft having alongitudinal body defining a transmission drive axis, and a driveshafthaving a longitudinal body defining a track drive shaft axis, the drivetrack rotating around the track drive axis at a forward end of the drivetrack; and a foot rest connected to the frame, at least a portion of thefoot rest disposed rearward of the track drive shaft axis, wherein theengine and the exhaust pipe are positioned entirely rearward of aforwardmost point of the lower frame portion and wherein the engine andthe exhaust pipe are positioned entirely above the lower frame portion.18. The snow vehicle of claim 17, further comprising an engine airintake system positioned above the engine, wherein the engine air intakesystem comprises an air intake and air exit port.
 19. The snow vehicleof claim 18, wherein the engine air intake system is rear facing and theengine air intake system is positioned on top of the engine and incontact with the frame.
 20. The snow vehicle of claim 17, wherein thedrive train includes a continuously variable transmission (CVT)positioned within a CVT housing.
 21. The snow vehicle of claim 17,further comprising an engine cooling system.
 22. The snow vehicle ofclaim 19, further comprising a heat exchanger positioned above the drivetrack.
 23. A snow vehicle, comprising: an engine including an exhaustport, mounted on a frame, the frame including a lower frame member andan upper frame member; a fork rotatably connected to the frame at afirst location; a ski connected to the fork at a second location anexhaust system located above the engine and rearward of the firstlocation, the exhaust system in fluid communication with the exhaustport; a drive track, in contact with the frame; a drive train includinga drive shaft, operatively interconnecting the engine with the drivetrack for delivering propulsive power to the drive track, wherein theengine is mounted entirely above the lower frame member, and wherein atleast a portion of the lower frame member extends below the drive shaft.